Car-coupling.



J, G. ROBINSON OAR COUPLING. APPLICATION FILED FEB.161910.

Patented Feb. 28, E911.

4 SHEETSSHEET 1.

J. G ROBINSON.

GAR GUUPLING,

APPLICATION FILED FEB.16,1910.

Patented Feb. .28 1911.

4 SHEETSSHEET 3.

H V 7 ive (we J. G. ROBINSON.

GAR COUPLING.

APPLIOA 0N FILED FEB.16,1910.

Patented Feb. 28, 1911.

4 SHEETS-SHBET 4.

l'nz/enfor Wifize s s s I -l couplers from the draft rig c ration mayoccur in a variety of ways.

FFICEQ JAY G. ROBINSON, OF CHICAGO, ILLINOIS.

CAR-COUPLING.

Specification of Letters Petcnt.

Patented heln'BS, i911.

. Application filed. February 16, 1910. Serial No. 544.290.

To all whom it may concern: Beit known that I, Jar G. ltonixsox, acitizen of the United States, residing at '(hi- "ago, in the county ofCook and State of -.5 Illinois, have invented certain new and usefulImprovements in Car-Ctmpllers, of which the following is aspecification.

' A frequent source of. danger in railroad operation arises fromthe'separation of the bility of the couplers atler. rel; separation tofall upon the track and can-e the'dera l ment of one section of thetrain. Such sepal he yoke may lie is'heare l, thus causing a suddenseparation. The yoke itself may gradually give Way or the coupler headmay be. broken from the shank.

-\..; 2O vbrokenrfromthe draft rigging yoke li v rea- .25 strikes thecarry-iron or end sill.

:tl eadetaeh-ed coupling t-lie 'e'oacting coupling on the next car and1: will "fall upon the track, thus frei'jurntly the track and leavingcausing derailmentof the parted rear section of the train. ()r, thecoupler head breaks from the shank, it will he pulled out 5 and fall tothe track in the same manner, but

without restraint from the earrwiron or end Sill.

It is one of the objects of my invention to provide means for drawingout the looking 40 pin WlioilGYQ a coupler head is torn from theremainder of the draft: rigging and prior its complete separation fromthe car, thus reventing the coupling from falling;- upon it supported inthe carry-iron or in the opemng'in the "end sill through which it:passes, or upon the operating, mechanism to which it is eonnctaed.

It is well understood to those familiar with theart that th locking pinof modern automatic couplers and the enacting parts of-thc couplers areso constructed that the locking pins may be ithdrawn in some instancesbv a horizontal pull toward the ear,

and in others by adiagonallyupward pull toward the car as well as by avertically up- In couplers of the types most' Ward pull.

and the lia- If the coupler shank is l Il l. i i

knuckle will he "ot construction hem; familiar to longitudinal sectionat the center showing'the coupler and draft rigging; Figs.

used the knuckle is held locked lrv the locking pin when the latter isin its lowermost position. When the locking pin is lifted to anintermediate or lock-set position the knuckle released and free to openand if alisconnected c upler is adjusted to looksct position'thelot-king pin will i'all to loele ing position when a second coupler islnoved into engagement therewith. It liftii re' the locking pin aliovelock-set position in couplers ol' the towns eomnionl) in use-the turnedon its pivot to open position ready to he joined to the coat-tingcoupler of another car.

My invention is applicable to couplers of p the general form al,-ovedisclosed. among such heing those known to the trade as the Sharon, andliatrolie, the (limax the Sine plex, and many others dill'ering incertain details hut all (far Builders reqniremciitst" lhe Climax coupleris illustrated in Letters Patent Nos, 728,019 and TQHJQQ, granted to(linton A. lower May 12, 1903', and the ll/tla'fr'l" (or .Lm'lzlers[Heft/morn contains illustrations of many others.

Specific description of the coupler mechanism per so will therefore beunnecessary in this application, the details those conversant with thecar building art.

An important feature of my invention resides in the fact that the-samemechanism which is used for hand uncoupling serves with very slightmodil'ication to ell'et the automatic uneouplimr ahove re'lerred to,thus avoiding av duplication of mechanism and accomplishino' liothresults with the. minimum numher of parts.

Further advantages of my invention and the precise nature thereot' willappear from the following description and claims, taken in connectionwith the accompanying drawings, in which Figure 1 is a plan viewof partof the end eonjl'in'n ing to the Mastersill of a. car and the couplerwith my improvoinent. applied thereto; Fig. 2, an ele vation of theparts shown in Figif'f, l Fig. 2 a "fragmentary sectional view on thelimit, 2 oi Fig. 2; Figs. 3, 4, 5 and (5, detail views in section,showing the uncoupling shaft. and lover in different positions and underdifierent circumstances; Fig. 7, a. fragmentary of the car,

and 9, diagrammatic views illustrating the action of the device as willbe explained ";Fig. Fig. 112, a secti .1 on the line .12, 12 lever. Theopposite end of the uncoupling 13 of Fig. 10; Fig. 13, a fragmentaryelevation leverlO is shaped to form a hook 16, whichof part of'the. endof a car, showing a modiengages the eyelet in the upper end of the itlication embodying the broad principle of locking pin 13. The uncouplinglever 10 my invention, as above explained; and Fig. engages the openingin the bracket ll 10 14, an end elevation of the structure shown withsul'licient 'fiasedonrto permit itto slide..;75; in Fig. 13, theuncoupling shaftbcing in seecndwi'se therein for the purpose of permit--7 thin betweenthebracketsi" ting it tofollow the side swing of thefiltefcrring to the structure shown in Figs. coupler head upon curves,and also permit- 1 to 7, inclusive, an uncoupling shaft 1 is tin; thelever 10 to move in vertical and 15 pivoted in brackets 2 and 13 securedto the horizontal planes upon the bracket 14 as a 3;; end sill 4. Atits" outer end the uncoupling fulcrum. Rotation of the lever 10 upon itsshaftl is provided with an oil'set or crank longitudinal axis. however.is prevented by 5, which terinimites in a part (3 extending theengagement of its non-circular outer end substantially parallel to themain body of with the non-circular opening 15 in the the shaft 1. Thepart (3 forms a handle bracket 14. 55

below; Fig. 10, a plan view similar to Fig.

form of hand uncoupling device; Fig. 11, a new in elevation of the partsshown in whereby the shaft 1 may be turned-bv the application of eitherhand or foot power. the handle being close to the side of the car.

The inner end ofthc shaft 1. adjacent the /end of the-crank 7 might beotherwise censtrueted, and. that the precise form illusti'ated need notnecessarily be followed. dVliil .inthe'claims I refer to this part ofusual in con le'rs. now .in use the knuckle 12 is heldin loo (edposition by means of a locking pin 13 rovided at its upper end with aneye. T euneoupling lever 10 is ful- I;the bracket 14. is prefeablyflattened or otherwise shaped to conform to the opening 3 in the.bracket 14 and to benon-rotatable therein'on the longitudinal axis ofsaidv In Figs. 1 and 3 the parts are illustrated in their normalposition, the crank arm 7 lying flat against the end Slll 4. In this po-Fig. -1- to that illustrated inl ig. 5, thus raising the uncouplinglever 10 upon its bracket 14 as a fulcrum. The outer hooked endllth ofthe lever 10 being more remote from the some forms of coupler, forinstance the La trobo, it is desirable that in liftin the looking pm byhand operation to loel"-set.pos1-.

tion the-upper end'of the pinbeat the same j 'sition the crank arm 5 andhandle (3 also lie coupler is provided with an oil'set or crank parallelto the end sill, and the hook 1? oc- 9o arm T constructed at its outerend, in 'thc cupies its lowermost position. In this posipresentinstance, in the form of a hook 17, tion also the uncoupling lever 10lies upon this hook comprisingthe part 8 bent outthe arni S of the hook17 intermediate its wardly at Stll) t'tt11lltlll)' a righbanpgle to theends in a position where it may move either part. 7 and a part 9 bentback parallel to the .outwardly or inwardly without imparting part 8 andspaced therefrom Sulliciently to movement to the hook '17 and itsshaft 1. It form a loop or slot between the parts 8 and ill be apparentthat if the handle 6 be S) to receive the uncoupling lever 10, drawnoutwardly from the (11d Of the 'car It will be obvious that the loop orslot the parts will move from the position illus- 3 formed by the bentpart S---9 on the outer trated in Fig". 3 through that illllstrated i 40the ueture as a loop, it will be understood fulcrum bracket ll thanthebook 17 where up] .h Principal f ti f hi 'tare the power s applied,\v1ll 1no\-e througlra v e tfornicd by the portion 8 thereof, whicheorresptmdmgly' greater distance and will ies. beneath the lever 10, andby the bent elevate the locking pin. Fig. +t. IS intended portionbetween the parts 8 and 5). 'lhrough to represent the pos tion of theparts wh n I the part 8 the lever 10 is lifted in the manthelflt'lilllg' pm is raised-to lock-set posit-ion,

ual operation of the device, and in the moon and Fig. 5 representsthepositionof the parts i gency action lthe lever 10 contacts with thewhen the locking pin has been ra }1 libent portionbetaveen the parts 8and 9, and ,ciently to throw the knuckle to open position. thereby givesrise to the automatic uncoult willbe noted that in lifting the pin from50 pling action hereinafter explained. The uplocking position, sl1owrri1r.l ig. 3, to lockaset per portion 9, illustrated in the drawings,is positioiu. shown" in 'FIg. 4,-the lever 10 is useful in serving toretain the parts in as forced toward the carbody by the movementseinbled position. and inclination of the lower ar'mSOf the hook Thecoupler head 11 is provided with the 17, thus imposing a diagonallyupward pull 55 usual knuckle 12 pivoted thereto at- 13. As toward thecar body on the locking pih. In

time given a horizontal pull towardthe car 12 bodyfor the purpose ofthrowing the lower end of the pin away from the car body) to cause itstoe to batch in lock-set position.

This movement of the. locking pin is .acoomplished bymechanism"lts,.=abQve described p eruined in a bracket 14, which issecured to and projects from the end si 1 4. The bracket 14 is providedwith a on-ciroular, preferably rectan ular opening 15 through which theuncoupl' mg lever 10 passes, The end ofthe uncoupling lover where itengages ientlybe grasped by an operator standing upon'the ground, and anoperator standing upon'the step of the car may place his foot againstthe handle 6 and push it outwardly from the. car. Convenient means arethus 1-5 provided for-raising the locking pin. Inasmuch as the handle'fioccupies its lowermosb position when the coupler is locked there can beno danger. of accidentally uncoupling by' reason of a traininan steppingupon the handler; when boarding or alighting from a car.

As .thus far described the mechanism shownin the drawingprovidesconvenient and eflicient means or manipulating the I locking pin of thecoupler, and I will now proceed with a description of the action ofthe'dvice in automatically raising the lockingpin when the coupler istorn from' a. .ca'r.

' 80 Thedraft gear of a railway car permits froman inch andthreequarters to three and one-quarter inches movement 'of the couplertoward and from the car upon com-, pression of the draft rigging due topulling 86 and buiiing stresses. In Fig. 3 the uncouplin'g lever 10 isrepresented in full lines in its normal position, that is when there isneither a pulling nor bufling strain imposed upon the draft rigging. .Inthis position 4'0 the uncoupling lever 1 0 lies sufficiently insideofthe bend of the hook 17 to permit the coupler to be drawn out under apulling strain to the extent of the normal movement of the .draftrigging before causing said lever -10 to contact with the bend of thehook l'l." There is also sutlicient clearance topermit' the cou ler headto move inwardly under a bu ng strain without causj ing theun'cou-plinglever 10 to contact with the ,coacting parts.

.In the event of .the coupler being torn from the car its abnormalmovement will drawfthe uncoupling lever 10 against the bend1,.o'ii thehook 17 as illustratedb the u dotted'circle 10'' in Fig. 3.. Continueout- .ward pull 'upon the. coupler head will be communicated to theinner end of the un-' coupling lever 10 through its connection W thl'thy Mh l c p 3 thus M causifng'said lever tojbear outwardly1 a ainst t Ithe'hook 17 in the ad-ire'ction of. e ower 5 arrow shown in Fig, 6. Theoutward movenientjofthe lever 10;upo n its bracket 14 as a fulcrum-willcause'thellgook 17 to turn upon ft 1 "as afcenter from the positionshown in Fig. 3 to that shown in Fig. 6, the pivotal movement of' theshaft 1 which carries the hook 17 permitting it to move through anarcuate path, as indicated by the line 18. The hooked endlo of theuncoupling lever 10 being farther removed 1 from the fulcrum bracket '14will move through an arc of correspondingly greater radius. 'l he effectof the abnormalouh ward movement of the coupler head thercfore is toimpose upon the locking pin an upward pull and at the same time to causethe point of connection between the uncoupling lever and locking pin tomove out wardly from the car body. 8O

\Vhen a train is moving forward due to the locomotive pull the lockingpins of the couplers will be tightly gripped between the walls of thedrawbars and tails of the knuckles, but when from any cause a coupierparts from a car the locking pin will be released from the grippingaction. If the rivets securing the coupler to the yoke are sheared offor if the yoke breaks, the locking pin will be released at the moment offracture but will be again temporarily gripped when the shoulders 29(Fig. 7) or yoke bufling lugs, if there be any, contact with thecarry-iron or inner face of the end sill. Before such contact takesplace, however, the coupler moves through a distance of from two to nineand one-quarter inches, thus affording ample time for withdrawal of thelocking pin before it is again gripped by the locomotive pull due to theshoulders 1m 29 or yoke butting lugs contacting the end sill orcarry-iron. In case the coupler head breaks away from its shank, thelocking pin is permanently released.

It will be apparent that when the coupling is torn away from a car, ifthe upper end of the locking pin were to be held stationary relative tothe car body, the pin would bind against the coacting walls of theopening in the coupler head, the upper end binding against the walltoward the car and the lower end-binding against the opposite wall. Indevices as heretofore constructed, attempts have been made to overcomethis binding action which, 0 course, interferes with the withdrawal )fthe pin, by providing a locking pin with pivotal joints and rounding theupper end of the opening in which it is received toward the car body.For the same'purpose the opening is made of such a size as to affordmore. or. less clearance for the locking pin. By this expedient theremoval of the pin is somewhat facilitated, the bendin of the pin uponits pivotal joints, and .L 9 clear- 1'25 ance in the opening in thecoupler head to some extent preventing the pin from binding even whenthe coupler is pulled away from the car while the head of thepin is heldstationary relative to the car body. In

'seuted by the arc,18.; The effect of this opcase a chain connectionfrom the locking pin to the. end sill is used its eiiiciency dependsupon its being ofprecisely the right length. The mechanism. abovedescribed, however,

provides elicctual means for preventing the binding action referred to,and provides adjustment for coincident action. Itwill be noted that asthe coupler head moves an abnormal distance from the car body, that is,'a distance greater than that permitted by the normal action of thedraft rigging, not only is an upward pull-imposed upon the locking pinby reason of the turning of the hook 17 upon its shaft 1 as a center,but the uncoupling lever also moves away from the car body, suchmovement being represented in the case above described by the linelt),20, (Fig. 6) which is the horizontal component of the arcuate movementrepresentedby the are 18. The amount of upward movement communicated tothe look ing pin is represented as shown in Fig. 6 by the line 19, 21,this being the vertical component. of the arcuate movementrepreerationis to impose an upward pull upon the locking pin and'at the same time topermit the point of connection between the looking pin and uncouplinglever to move away from the car body with the coupler head, thus,according to the proportion of "the parts, preventing to the extentdesired a backward horizontalpull upon the. upper end of the lockingpin.' This results in action the same as a vertical raising of the lockpm of a coupler at rest. The elimination of the backward pull upon theupper end of the locking pin prevents the pin from l indingand therebyobviates any possibility of a failure to automatically unlock thecoupling when the coupler is torn from its connection with the car.

in some forms of coupler.notably that" known to the trade as the Sharoncoupler, the. locking pin can be withdrawn by a horizontal pull towardthe car body. In other Forms 0! coupler. For instance that known as theLatrobe coupler, a slight. lmcltward pull upon the upper end of thelocking pin is desirable in hand operation for the purpose of throwingthe toe upon the. locking pin forward for the purpose. of catching thesame in lock-set positiol'r, in other forms of coupler, namely, thosemwhich an absolutely rigid locking pin is employed as, for

instance, the Simplex, a horizontal pull upon the upper end of thelocking pin will not withdraw the same on account of canscoupler. v

By changing the proportion of the parts of mechanism as above describedthe direction of pull upon the locking pin may be adjusted to any angledesired, and l have found that an adjustment may be secured 'ing thelocking pin to bind in its seat, in the t which will. be operative.with"'practiciill from the end sill and nearer a verticallin forms ofcoupler now in commonuse'; will be apparentthat by lengthening brackets2 and-.3 shown in Fig. 1, thus ing the pivotal centeroftheshaft 1 fartheover the uncoupling lever 10, the uncoupling, lever 10 while movingunder the locomotive pull when theco'uplertears away fromth car willmove outwardly from the car bed. a greater distance while it is beinglifte The same result can be accomplished} lengthening the crank arm7,-thuslofltingt i the pivotal center of theshaft I. atfaypointj-farther above the uncoupling lever; U varying the proportion anddisposition of, the parts asabove suggested it will bel ap parent thatwithin practical limitsta ny de sired outward movementmay be giventotlthe point:- of connectionbetween the uncouf 8a pling lever and lockingpin whilethe' lock ingpin is being raised as a result of the 10-comotive pull upon the coupler head after U the coupler has moved beyondits normal) limit of movement. i, f i J 911* In Figs. 8 and 9 I haverepresentedth coupler head diagrammatically by. the rec tangle 23.Referring to Fig. 8, theout'war'd horizontal component of thearcuateihoVC- ment of the point of connection between th 96;;

uncoupling leverand. locking pin, is: repre sented by the length of thearrow-24. Th length of the arrow 25 representstBe nbn ma'lmovement ofthe coupler hedddixrin the interval when the lockingfpi 'E'Being 1'0lifted. Under these. circiunsta nc sultant pull uponathe l-ocking pinwould be; vertically mini relative to the cou lr head. as represented.by the arrow 26. :I on the other hand, as represented in Fig. 9, thehorizontal component of the arcua'te move ment of the point ofconnection between the]; uncoupling lever and locking pin represented-lby the arrow 27- is less than the out-ward;.'

movement of the coupler head whic takeg 'ne place while the locking pinis being re cased, i the resultant pull upon the locking pin rel-S u,

ative to the coupler head, will be in a line in! clining upward andtoward the car body, as

represented by the arrow 28. l Afurther advantage in the use ofmyiniproved mechanism arises from the factfthat if the hook 17, 01'equivalent part en'ibracinag I -the uncoupling lever 10 be initiallyforine through careless workmanship, or from other 12b causes, in such'manner as to allow insufficient play to accommodate the normal. outwardmovement of the coupler head, the stm'iih therebyimposcd'upon the hook17 or equiv alent part will-merely tend to distort-"45inch 188 parts toan extent sufficient to accommodate".

.the normal outward movement of'tlie' -"oou' pler head. These partsordinarily being madeof steel of a character that will bend withoutbreaking, no iniurious result will followin 13o eeseao ease sutlicicutplay is not allowed for the uncoupling lever 10 under normal condi-vtions. Accidental uncoupling. when the uncoupling lever 10 is forcedagainst. thooutcr bend of the book 17 or equivalent part durin a normaloutward movement of. the cou -plcr head is impossible for the reasonthat during such outward pull 1' on the coupler head the locking; pin isgripped in the coupler head by the locomotive pull Which-is transmittedto the knuckle, thus gripping the locking pin with a force so great asto render lifting of thc locking pin to release position absolutelyii'npossible under any up ward pull that is transmitted thereto throughthe tendency of the book 17 or equivalent part to turn upon the shaftlas' a center.

Another advantage of my improved mechanism lies in the fact that nodifficulty could arise from initially constructing the hook 17' or otherequivalentpart embracing the uncoupling! lever 10 in such manner as toallow too much movement of said lever before contacting with the bend ofsaid hook 17. or equivalent part. llhcn the shank of a coupler breaks itin of course, relieved from the locomotive pull as the coupler head isabsolutelyl'ree from the car to winch it was attached and therefore theend sill or with the carry-iron. The amount.

- pivoted upon the pin 31.

'pro'vi'dednea-r its outer end witha shoulder of movement which takesplace before these shoulders contact with the end sill or carry iron,thus again temporarily imposing the force of the locoi'notive pull uponthe cou pler head, is generally in the neighborhood of two to nine andone-quarter inches. '{his leaves sutiicient. margin for any error lirely to occur.

In Figs. 10, 11 and 12 l have illustrated the application of myinvention to another form of hand uncoupling device. lhis device asordinarily constructed comprises a lever 30 fulcruined upon a pin 31 andc3:- tendin outwardly to a point adjacent the side o the car, and beingprovided at its inner end with a'projection 34 which extends beneath anuncoupling lever 33 also The pin 31 is 35 spacedsuli iciently from theinner end of said pin to allow the lever 33 to swing outwardly andinwardly in a'- horizontal plane the end I sill.

to accommodate the normal movement. of

the coupler head 36. The uncoupling lever 33 at its'inner end passesthrough an eye in the locking pin 37. It will be apparent that downwardpressure upon the outer end of the lever 30 will have the etl'ect ofraising the uncoupling lever 33, thus imposing an upward pull upon thelocking pin 37.

As so far described this device isold and in use. In order to apply myinvention to this mechanism. I pivot a link 38 in a bracket 39 securedto and projecting outwardly from The form of the link 38 clearly shownin Fig. 12. T

outwardly and downwardly from the end link, in nor- I mal position ofthe coupler head, that is when-no strain is imposed thereon, slopessill. In its Outer end the link 38 is provided with an opening :40through which the lever 33 passes with suflicient clearness' on eachside to allow for the normal movements of the coupler head upon pullingand bufiing stresses without carrying said lever 33 into contact withthe ends of the slot 40in the link 38. Upon arr-abnormal out-wardmovement of the coupler head beyondthe limits allowed by the draftrigging and due to the coupler being torn from the car it will beapparent thatthe uncouplin lever 33 will contact with the outer end. 0%the slot- 40 in the link 38. A continuation of the outward movement:-of' the lever 33 after it has con tacted with the end of the slot 40will cause the linl. 38 to move upon its pivotal connection with thebracket 39 as a center in the path indicated by the arc-ill. Thismovement is similar to'thal above described in connection \Vfill thestructure shown in Figs.

from the car body to any extent practicably desirable during the liftingof the locking pin due to the turning of its pivotal center. I

In Figs. 13 and 14:, I have illustrated-the broad principle oi myinvention applied in the link 38 upon '1 to Fund accomplishes the sameresults.

connection with an uncoupling device of al tormdifierent from thoseabove described.

Upon the end sill 50 in the brackets 51 and 52 I mount an uncoupling,.shaft,53 provided at its outer end with a crank handle 54. Upon itsinner end the shaft 53 is pro in the form of hooks or loops having slots57. Through the eye of the upper end of the locking pin 58 I insert abolt 59, and

after the nutis threaded-upon the bolt the endoi the bolt is preferablyriveted over to prevent the nut from coming oil. The projecting ends ofthe bolt 59 extend through the loops 57 in the branches 56 of the crank55', andv in normal position of the parts, the bolt- 59 has su'flicientplay outwardly from the car to accommodate the normal movement of thedraft rigging.

The bracket 51 may be of the form above described in connection with lto T. having a circular aperture the walls of which rotatably engage theshaft 51-). The inner bracket 52, however, instead of having a circularaperture, is shown as provided with a slot in which the shaft 525 has acertain amountof play toward and from the car body. The bolt 59 is shownas having a certain amount of play toward the car body in the loops orslots 57.

In hand operation, an outward pull upon the crank handle 54 will throwthe inner end of the shaft- 53 toward the car body, such movement beingpermitted by the elongated forn'i of the aperture (30 in the bracket 52,and the'r'otation of the shaft 53 upon its axis will lift the lockingpin andat the sametime, during the first part of the lifting operation,move the upper end thereof toward the car body, as explained inconnection-with the structures shown in Figs. 1 to 6, thusthrowing-the.lower end of the locking pin forward to insure its catching in 1ock-setposition.

v The slot (30 in the bracket ,52 also serves when an engine is movedagainst the train for the purpose of taking out the slack to permit theCOUPlGl' to move inward toward the car body, this inward ,movementb'eingpermitted partially by the movement of the bolt 59 in the slots oT'andpartially by the movement of the shaft 53 in the slot, 60. The slot ()0thus serves a two-fold function, facilitating the manual settingofithe'eoupling to lock-set position, and assisting in permitting therequisite movement, in takin the slack out of the couplers and draftrigging, the latter operation being" ordinarily performed by an engineer[preparatory ,to starting a long train. i t

Itjwill be obvious that upon excessive outward movement of the couplerdue to its tearing away from the car, the bolt 59 will contact withthcouter bend in the loops or slots 57. 'The outward movement of:.the

" coupler after such contact has taken place 'will cause the crank arm55 to rotate with its shaft 53, thus imparting anarcuate movement totheupper end of thelocking in, and not only lifting the pin but moving itspoint of connection with the crank 55 outwardly with the coupler, asexplained above.

It will be observed that in all of the illustrated forms of my inventionthere is a member pivoted to the car body transversely 1 thereof, thatis, by means of a pivot extending transversely of the car and that thepivotal connection of said member with the ca r body is out ofhorizontal alinemeut with the connection of said member with theremainder of the mechanism.

Mechanism for accomplishing the purposes described herein andmvolvmg'the same principle of operation, but dill'ering slightly inspecific form. is shown-in my copending application Serial No.Sit'hltlt), tiled September 30, 1909.

What 1 claim is: i

1. In a car,a resilient draft rigging, a coupler connected to said draftrigging and provided with a locking pin, uncoupling mechanism comprisinga plurality of parts which form a connect ion between said locking-pinand the car body, said mechanism including a member pivoted to said carbody and having its pivotal axis extending transversely of said car bodyout of horizontal a'linen'ient with the point of connection between saidmechanism and said locking pin, said mechanism having a loose connectionbetween its parts to permit the locking pin,

coupler connected to said draft rigging and provided with a locking pin.uncoupling mechanism connecting said locking pin to the car body, saidn'ieohanism comprising a member pivoted to said car body, a. rigidmember connected directly to said pin and to said car body and having asliding connection with the first named member whereby the said lockingpin is permitted to move freely with the coupler head to the extentpermitted by the draft rigging but is caused dill] to move in the arc ofa circle by an abnormal movement of the coupler head.

3. Ina car, a resilient draft-rigging, a

, '5 and at the other end engaging said i I I 4 985,450

providedwith a locking pin, an uncoupling device comprising a leverextend- 'ing transversely of the car, said lever being -'fulcrumed nearone end upon the car body locking "pin, a member pivoted on .the carbody transversely thereof' and operatively con.

nected to said lever intermediate its fulcrum and point of'engagementwith said locking pinythe pivota-l connection of said element withsaidqca-r' bodybeing outof horizontal alinement with the point of itsconnection with said lever,and theconnections of said .lockin pin withsaid car body through said pivots member and lever having suflicient 0stmotion to permit the locking pin, to move with the coupler tie theextent permittedby the draft rigging but causing an ff abnormal movementof said coupler and 20 locking pin to impart a pivotal movement to saidelement, whereby said locking pin ;is movedgin the arc, ofiifei rcle.

4. In a car, a, resilient draft-rigging, a coupler provided'with' alocking coupling device *com arising a lever extending transverselybf te car, said lever being fulcrumed'ne'arone end upon the car body and atthe'other end engaging said locking l1orizontal' alinemnt' with thepointfof its connection with said leverfand one of theconnec'tions ofsaid member having sufficient lost motion tqkpermit the locking pinto,

move With th e' coupler to th extent permitted by the draft rigging bcausing an abnormal movement of said coupler and lockin .-pin to imparta. pivotal movement sai memben wherehy said locking pin is moved in thearc of a circle. i

5,. -Tn a car, a resilient draft rigging, a coupler comprising a lockingpin, an uncoupling device COlTlpI'lSlllQ a lever extendingtransve'rselyof the car, saiddevor being fulcrumednear one end upon the car body andat'the other cndengaging said locking pin; a shaft jouifnaledupon theend of the car and extending in substantially the same lirection "assaid lever from the side oi the o a point beyond. the fulcrum of saidaipon the inner end of pin, an un- 'i'pin', a member having a pivotalconnection f iwlt-h' the-car body and having an operative said car bodybeing out-of said shaft-having a loop engaging said lcver, said shaftand loop being 'out of horizontal alinement, said loop loosely engagingsaid lever to permit, said lever and locking pin to move with saidcoupler to the extent permitted by said draft rigging but causing anabnormal outward movement of said coupler and locking pin to impart arotary movement to said shaft, whereby said locking pin is moved in theare of a circle.

6. Ina car, a coupler comprising a locking pin, an uncoupling devicecomprising a lever extending transversely of the car, a bracket upon theend sill of the car, said bracket being provided with an aperture inwhich said lever is fulcrumed and is slidable endwise, a member pivotedon the car transversely thereof and having a loop engagingsaid lever thepivot of said member being out of horizontal alinement with said loop,said loop loosely engaging said lever to permit said lever and lockingpin to more with said coupler to the extent permitted by said draftrigging but causing an abnormal outward movement of said coupler and'locking pin to impart a rotary movement to said member, wherebysaidlocking pin is moved in the arc of acircle. i 7. In a car, a couplercomprising a locking pin, anuncoupling device comprising a leverextending transversely of the car, a bracket upon the end sill ofthe'car, said bracketbeing' providedwvith an aperture in which saidlever is fulcrumed and is slidable endwise, a shaftjournalednpon the endsill and extending in substantially the same 'direction as said leverfrom the side of the car to a point beyond the, fulcrum of said lever, acrank arm upon the inner end of said shaft having a loop engaging saidlever, said shaft and loop being out oi horizontal alinement, said looploosely engaging said lover to permit said lever and locking pin to movewith said'couplcr to the extent permitted by said draft rigging butcausing an abnormal outward movement of said coupler and locking pin toimpart a. rotary inovoment. to said shat't, whereby said locking pin ismoved in the arc of a circle.

In testimony whereof, I have suhscribml my name.

JAY G. ROBINSON. V it nesscs a Env'run M. Axnnnson,

H 1mm A. Palms.

